Automatic variable speed power transmission device



y 16, 1940 H. J. MURRAY 2,208,385

AUTOMATIC VARIABLE SPEED POWER TRANSMISSION DEVICE Filed Sept. 20, 1938I 2 Sheets-Sheet 1 I I i r{ 0 .081% 'u- (D S I no m. L J

Q B a g .9" r\ m. cu "cu L m J 01g 01 v" m C) N m J W (9 m INVENTOR H.J. MURRAY July 16, 1940.

AUTOMATIC VARIABLE SPEED POWER TRANSMISSION DEVICE 2 Sheets-Sheet 2Filed Sept. 20, 1933 Ma 77 7e Patented July 16, 1940 TRAN as aresosmsson ne rcs \1 Howard 3. Murray, New York, N. 21

Application September 29, lbw, serial No. 239359 14 Claims.

My invention relates in general to anauto matic electromechanicalvariable speed power transmission mechanism and specifically relates; toa device for eifecting and affecting universal 5 speed drive relationsbetween driving and driven members.

One of the objects of the present invention is to provide a form ofmechanism arranged so as to utilize a small portion of the powertransmitted by the drivingmember to electrically and mechanicallycontrol the speed drive relations of the driving and driven members ofthe mecha msm.

An additional object of the present invention is to provide anamplifying electric control orsan= ization normally free of movingcontacts in the circuit organization of the mechanism.

A still additional object of the present in'ven tion is to provide meansincluding in efleet a plurality of dynamo-electric means in com.-

catenanted relation so as to tend to retard certain members of thetransmission mechanism including a plurality of interposed drive sets sothat the retarding action of the said dynamo electrlc means will be ineffect both electrically and me= chanically amplified to control therelative motions of elements of the interposed sets there by to causethe transmission of, power from the driving member to the driven memberduring universal speed drive relations.-

The present disclosure is a further develop= ment of the disclosures o!my co-pending U. S. patent applications, Serial Number 23bit died May23, 1935, Patent Number 2,150,983, dated March 21, 1939 entitledAutomatic electric voidable speed bidirectional and free-wheeling trans=missiom" Serial Number 66,876 filed March 3, 1936, Patent Number2,170,460, dated Assist 22, 1939 entitled Variable speed transmissionwith unidirectional clut'ch;" Serial Number 75,768 filed ,April 22,1936,entitled Variable speed power transmission device with sbeed-torqueactuated give-away control; Serial Number 79,825 filed May 15, 1936,entitled Variable speed power transmission device; Serial Number 140,150filed May 1, 1937, v entitled "Automatic self-energizing clutch;" SerialNumber 143,017 filed hiay l7, 1937, entitled "Automatic variable speedpower transmission device and Serial Number 299,821

ent invention is further particularly applicable filed April 8, 1938,entitled Power transmission taken approximately upon the line 2-2 ofFigure l looldng in the direction indicated by the ar-- rows.

Figure 3 is a transverse sectional elevation 15 twen approximately onthe line 33 of Flame 1 lccinng in the direction indicated by the arrows.

Figure 4 m a transverse sectional elevation token approximately on theline 44 of Figure l looming in the direction indicated by the ar= 20rows.

Figure ii is a partial sectional elevation taken axially inrhcstemodification oi the means oi i.

ii is a partial sectional of the 245 means of Figure 5 takenapproximately upon the line o t inching" in the direction indicated bythe arrows.

in the following description and; in the claims,

be ides by specific names for con 3i venience of expression, they areintended to be as generic in their application to similar parts as artwill permit.

.Tisere is shown in the drawings a novel dynamo-electric controlorganization and asso- 3i mechanical power transmission elementstituting a variable speed transmission and including a pair of shafts land d disposed in alignment with their adjacent ends inter= fitted so asto provide proper space for the bear= 2 ins; element 9. These powershafts are mounted for independent rotary movement respectively insuitable bearings iii and ii positioned and supported in thetransmission casings 22 and El by the flanged members 25. While eitherof these a, power shafts l and 83 may be considered as the or drivenmember of the. transmission mechanism, for the purpose of thisdescription it will be understood that the shaft '1 is the normaldriving shaft, and is operatively connected to 5 be driven from thesource of power such as an internal combustion engine or other suitablemover (not shown) Accordingly, shaft i3 is regarded as the normallydriven shaft, and is operatively connected to whatever mechanism (notshown) it is desired to drive. The shaft 8 is preferably formed with aplurality of teeth l8 so as to operatively receive a plurality of groupsof toothed planet and annular gears forming together with the teeth M aplurality of differential speed sets all connected in operative relationwith the driving member 7 and the driven member 8 as hereinafterdescribed.

The planet gears id-a, i la, ia and i6-a are separately supported by theshafts l3 -c, Mi -c, i5--c and iG-c so as to be constantly in mesh withthe teeth F 3 and the teeth of annular gears lt-b, I i-b, iii-b andlt-J). Unless otherwise specified, the gears and shafts as shown inFigure 1 are preferably made of a good quality of steel, and the casings22 and 67 are made of material suitable for magnetic flux paths.

The annular gears l3-b, i i -b, i5-b and l 6--b are positioned andsupported by the toothed bearing members 53, 5t and 55. These annulargears are formed to receive the bearing shafts lib-c, i5-c and lt--c andare constantly in mesh with the planet gears i3a, i i-b, ie-b and l6-17. The annular gear 66-47 is mounted for rotation on the splittoothed bearing members ii and i8 also formed to receive the clutchroller member 3b as shown on Figure 4.

With this arrangement, it is evident that the planet gear l3-a isconstantly in mesh with the sun teeth id of the normally driven member 8and the teeth of the annular gear |3--b. Planet gear I i-11 isconstantly in mesh with the sun teeth 75 and the annular gear 15-h.Planet gear i5-a is constantly in mesh with the sun teeth id and theannular gear i5--b, and planet gear l5a is constantly in mesh with thesun teeth id and the annular gear i6b.

in passing, it should be noted that the sun teeth 75 forming portions ofthe normally driven shaft 3 are in reality portions of the interposeddifierential gear sets.

With this arrangement, it is obvious that power may be transmitted byandbetween the power members i and 8 through a plurality ofprogressively divisible power paths in efiect in series parallelrelation, and that each of these power paths may be employed to transmitpower according to the degree of retardation of the annular gearsiii-42, i!-b, 55-42 and lit-29 as hereinafter described.

Any retardation applied to the annular gear l6--b will be transmitted tothe other annular gears 05-h, l L-b and 93-73, and that additionalinterposed gear sets may be added without departing from the spirit ofthe invention.

Inspection will show many paths through these gears of Figure l areprovided forthe transmission of power from one of the members i and 8 tothe other. All of the gear elements of the said paths are driveassociated, and any change in the drive statusof one path portion willbe transmitted to other path portions in accordance with the arrangementof the gear sets including the said portions. The speed relations of allthe gears and set elements of Figure 1 are fixed for any given driverelation between the members i and 8 because the gears of the sets arecon-= stantly in mesh.

Each of the said annular gears is provided with an armature windingincluding inductor portions. Thus annular gear lt-b is provided withinductors iiid. Gear i i-b with inductors iii-d. Gear 05-?) withinductors 85-41 and gear it--b with inductors iii-42. The inductors ofeach annular gear are connected to and rings in the conventional mannerwell known to those skilled in the electrical art. Thus inductors lfi-dare connected to end rings t3 and 65.

The speed of an inductor portion of any of the annular gears is afunction of the speed relations of all the annular gears, and converselythe speed relations of the said annular gears may be determined by thespeed of an inductor portion. Any change in the relation (speed) of aninductor portion will necessarily cause a change in the speed drivingrelations of the members I and 8. If the said inductor portion is ineifect retarded, it is obvious that the differential relations of thegears of Figure 1 will necessarily be changed.

The inductor portions may be formed of copper moulded in cut-awayportions of the annular gears. although it is obvious that it would notbe departing from the spirit of the invention to form the armatureportions of the said annular gears in any known and acceptable manner.

The normally driving member 7 is formed with a radially extendingflanged portion 39 provided with openings to receive the bearing shaftsl3-c. The portion 3% is cut away to form the end projection 5|. Aplurality of laminations 35 are positioned on the portion 39 after whicha combined field producing and armature member 20 is securely fastenedto the portion 39 by means of the bolts 2 for rotation therewith asshown in Figure 2.

The member 20 is preferably made of a low resistance material such ascopper or aluminum a common axis so as to collectively form acylindrical member. The openings 16 may be filled with an insulatingmedium such as Bakelite.

The casing portion 22 is formed with a bell housing extension andarranged to receive the field windings 36 as shown in Figure 2. Thewindings are connected to a source of current 58 (see Fig. 2) throughthe variable resistance 52 as hereinafter described. The member 20 isnormally positioned to rotate between the drive set inductors lS-d,Hi-d, l5d and Iii-d and the transmission casing on the right hand andand between the armature laminations 35 and the pole-pieces 3 on theother end. The annucasing portion 67 also constitute portions of fluxpaths for the flux created by the current flowing in the parallelportions of the member 20 as shown by the dotted lines of Figures 3 and4.

The casing portions 22 and 67 are securely attached to each other bymeans of the bolts I9 and washers l2, and the portion 22 is securelyattached to the vehicle engine by means of bolts (not shown).

In operation, let it be assumed that the source of vehicle power isconnected to the normally driving shaft 1 by means of any conventionalvehicle clutch means such as is commonly found on automotive vehicles,altho it is possible to operate a vehicle according to the presentdisclosure without any clutch member between the source of power and thetransmission mechanism. It is also understood that any suitable drivereversing unit may be installed in the power transmission line,preferably between the driven member 8 and the rear axle of the vehicle.

Let it be further assumed for the purpose of this description that thesource of vehicle power (not shown) connected to the normally drivingmember I will normally rotate the same clock wise as viewed from theleft hand end of Figure 1. The device to be operated and driven, such asan automotive vehicle is assumed to be connected to the driven shaft 8,and the field winding 36 tie-energized.

In this event the planet gears i3-a. le d, l5-a and 56-0. will rotateabout the shafts 13-0, il-c, l5--c and Iii-c as they revolve about thestill shaft 8 due to the meshing action of same with the still teeth 14of the said driven shaft.

Normally, more teeth are provided. on the annular gears l3--b, H--b,I5-b and i6-b than are formed as sun teeth 14 on the normally drivenshaft 8. Consequently, as the teeth are still, it is evident that theannular gear l3-b will be rotated about the shaft 8 at a faster speedthan the planet gears l3--a are revolved about the shaft 8 by the shaft'1. This increase of speed of the annular gear l3--b over the speed ofthe normally driving member I will be hereinafter described as theadvancing ratio between adjacent differential speed sets. The actualadvancing ratiowill, of course, be determined by the design of the saiddrive sets. It is evident there is a wide range of advancing ordecreasing ratios, and that the ratio may change with the design of eachindividual set.

This diiferential action may be more clearly understood by reference toFigure 3 of the drawings. The planet gears l4-a are shown mounted forrotation on the shafts i4--c' fixed in the adjacent annular gear 131),and the annular gear l4-b is shown as constantly in mesh with the planetgears "-11. In a similar manner the annular gears 53-h, i5-b and lB-hare in mesh with the planet gears lB-a, l'5-a and iii-a and the teeth 14of the member 8.

Still further consideration of the arrangement Figure 1 will show thatan increase in the ad: vancing ratio of the annular gears by the planetgears will collectively cause a comparatively large increase in thespeed of the annular gear i6--b.

Thus, according to the present disclosure, it is possible to providemeans whereby the inductor portion l3-d will rotate clockwise about theaxis of the member 8 (member s is assumed to be at rest at this time) ata faster speed than that of the driving member I. That inductor portionNd will rotate clock-wise at a faster speed than inductor portion l3-d.That inductor portion I5-d will rotate faster clock-wise than theinductor portion IA-d, and finally that inductor portion l6-d willrotate clock-wise faster than the portion I511.

The combination field producing and arma ture member 20 is attached tothe normally driving member 1 to rotate clock-wise therewith. Thus theinductor portions it-d, t l-(Z, lt-d and lG-d (with member d at rest)will all rotate clock-wise faster than the member 2a, and the annulargear inductor portions are all rotating at different speeds depending onthe design of the said differential speed sets.

Now let it be assumed that it is desired to move the mechanism to whichthe normally driven member 8 is connected through the said conventionalreversing unit. In this event, the operator of the vehicle closes theswitch 5i (see Figure 2) and it is suggested that .this field controlswitch is coincidently operated with the conventional ignition switch ascommonly found on automotive vehicles. a

When the wiper lit is moved over the variable resistance 5? it currentwill be conducted to the field windings 36 through the closed circuitincluding leads 72, t0 and bi. It is further suggested that the wiper 5%be coincidently actuated with the conventional fuel control throttle ascommonly found on automobile vehiclesand as shown in several of myco-pending applications listed herein.

The field producing current flowing in the field producing windings 38will produce magnetic flux. This flux will exist in the flux path formedby the pole-pieces M, casing 33, laminatiom 35, member 20 and theair-gaps existing between said members.

Normally as the fuel supply is increased in the conventional manner, thestrength of the field producing current in the field windings 38 willincrease or decrease according to the manher in which the device isinstalled and operated. Let it be assumed for the purpose of thisdescription that the current will increase with increase of fuel supply.With the member I rotating (say) at constant speed, the member 20 willalso rotate at constant speed and will out the flux created by thecurrent flowing in the windings 36, and thus an E. M. F. and a resultingcurrent will be produced in the parallel conductors and inductors 2?.Current induced in the inductors 21 while passing under an S pole (seeFigure 2) will flow opposite to the current induced in the said inductors while passing under an N pole. These currents will flow througha closed circuit formed in the combination member 26 by the inductors 27and the end rings 23 and 52 as is well known in the electrical art.

' While the individual current induced in one of the inductor portions2? is an alternating current, it is obvious that the sum of all thecurrents induced under one pole is approrimately a constant for a givenset of dynamo-electric conditions. Some of the said individual currentsare increasing as others are decreasing, but currents induced underopposite adjacent poles will add and flow in eifect as a unidirectionalcurrent. The induced current will create a flux in the flux path formedby the casing portion 61, inductors l3--d, id-d, iii-d and 3M, portionsof the annular gears and the air gaps between these portions.

Disregarding armature reactions and other minor factors which arepresent in all dynamoelectric mechanisms under operation, the fieldproduced by the current flowing in the inductor portions of thecombination member 20 will be in efiect unidirectional and stationary.This is true, because the current induced in the inductor portions ofthe member it is in effect unidirectional and stationary without regardto the actual speed of the member it. The E. M. F. of the in-' ducedcurrents will depend on the speed of the member Eli and the strength ofthe field produced by winding 3d. The power required to induce thecurrents in the inductor portions of member is derived from the normallydriving member, if, and thus the flux created by these induced currentsis also derived by power from the said driving member ll.

This novel dynamo-electric arrangement permits the creation of a largestrong magnetic field with a comparatively small current talren from thevehicle battery 58, and also eliminates the necessity of slip-rings orcommutating elements to conduct current for field creating purposes tothe portions of the member 28. For example, with proper design the fluxcreated by the current in the member 26 may be incrd many times with thesame amount of current taken from the vehicle battery. Further, theinductors of the means of Figure 1 may belnade of magnetic ma terial ifdesired, thus decreasing the reluctivity of the'magnetic paths. No extrabearings are required for the dynamo-electric elements of this mechanisminsofar as the modification shown by Figure 1 is concerned.

The inductors 53-d, i-d, lE-d and lfi-d will thus be rotated to cut thesubstantially stationary and unidirection flux produced by the indixoedcurrent in the inductors of member 20, and thus current will beseparately induced in the' sets of inductors is-d, ld-d, l5-d and lt-dand the associated annular gears l3--b, i6--b, ib-b and i 6-1) will beretarded in their clock-Wise rotation according to the exent of suchcurrent induction. The flux created in the inductors of the member 2|]will be arranged in ct feet in a similar manner as the flux created in vthe windings 36 with the same number of poles and the same angularrelation. The power required for the induction of current in thearmature inductors i3--d, li-d, l5-d and i-d will be derived from thedriving member 1.

The accompanying braking effect encountered in inducing current in thedrive set armature inductors will act to tend to slow down or retard theclock-wise rotation of the annular gears lB-b, iQ-b, ib-b and lb-b. Thisreaction will be imparted to the planet gears lt-a, Ma, i5-a and it--aconstantly in mesh with the said planet gears and a collectiveclock-wise driving force will now be imparted to the teeth 18 of thenormally driven shaft 8 by the planet gears I i-a,

i i-a, id-a and lt-a in order to tend to maintain the differentialrelation of all the gears shown in Fig. 1. If this combined reaction issumcientto overcome the load resistance of the member 8, then the saidmember s will be ro tated clockwise. If not sufiicient, the field (andcoincidentally the field strength created in the windings 36) currentand the fuel supply and thus the speed of the driving member I may beincreased by .the operator to increase the said reaction sufliciently toovercome the said load resistance so as to rotate the driving member 8.

If the fuel supply pedal (not shown) is connected to coincidentally movethe wiper 58 across the variable resistance 52 as the fuel supply to thevehicle source of power is increased, it is obvious that the strength ofthe field current supplied to the winding 36 may be varied as acoincidental function of the said control. Thus the drag on theannulargear inductors id-d, ifl-d, lb-d and it-d may be varied as acoincidental function of the fuel supply to the vehicle. In eitherevent, the reaction of the planet gears may be made greater than theresistance of the normally driven member 8, and thus the member 8 willbe rotated.

As the drag on the inductors Iii-d, iii-4i, l --d and 86-41 isincreased, or the torque resistance normally driving member 7 iscontinued. In thiscvent, over a level path, the resistance of thevehicle will decrease as the speed of the saidvehicle increases. Theinductors lbw-d, i i-d,

, tween the members annular gears will also approach the speed of thedriving member I. When the members 1 and v 8 finally rotate at the samespeed, all the rotating parts of the power transmitting mechanism ofFigure 1 rotate together with no relative motion between them. This isan ideal condition. This condition of no relative movement betweenrotatlng parts during direct drive intervals is equivalent to anintegral member interposed beficiency and the elimination of wear duringa large percentage of the operating time. In conventional transmissionsthere is always present the rotating parts of the conventionalcountershaft.

Thus during direct drive speed relations of the members 1 and 8, theinductor portions I3d, lit-d, Iii-d and l6--d and therethrough theannular gears i 3-12, H-b, IB-b and Iii-b have been varied theirclock-wise rotation until they are rotating at the same speed as themembers i and 8. g

The power derived from the driving member I to retard the annular gearsis nearly all returned to the driven member 8 through the reactions ofthe difierentlal gears of Figure 1. For any speed driving relationbetween the members 1 and 8,

all of the control power derived from the member- 7 is returned to themember 8 except that lost by friction and dynamo-electrically as CZR andeddy sidered. The actual division of power through of current (evenwithv 1 and 8, and insures hlgh'efthese paths may of course beaccurately determined by investigation for a given design: For thepurpose of this description, let it be assumed that about equal torqueis impressed by the planet gear l8-b to the annular gear l3-a and thesun teeth 14 of the member 8. Thus a large percentage of the powerreceived from the driving member 1 is transmitted to the sun teeth 14and the shaft 8 by the gear mainder oi the power is transmitted to theshaft id-c and thus to the planet gear M-b and again divided between theannular gear l4--b and the teeth 14 of the member 8, In the samemannen'power is progressively divided by all the planet gears, and thefinal power path division is formed in the annular gear l6-b.

With each ofthese divisions, the power required to retard the annulargears decreases. It

will take less power to retard the gear M-b to cause the same 'reactionon the teeth 14 than will be required for the gears l3-b. Less power afor gears l5-b than for gear "-4) and so on. As the number 01 sets isincreased, the control crosses power required to rotate the member isdecrecsed, or the control eflcrt oi the some amount power is amplified.Thus the some amount of power applied to the inductors oi. the gearlE-lr wlll have greater control than when opplied to the inductors ofthe sour 53-h.

For example, it is impossible to so design the mechanism of Figure 1 tonly approximately 6 percent of the total power from the driving 10member l will be required to act through the dynamo-electric means andthe speed sets to thereby control the speed-toroue ratio of all thepower transmitted. If more difierentisl sets are added to the showing ofFigure l the percentage of control power will decrease with eachadditional set. Each set cdded will require less I holding action in itsinductors to perform its share of the control action.

Theoretically the lost set axially, such es the set including annularsear l and its esso= clotted inductors i is the most eficient set forthe holding action required. In fact, if the last set axially is usedclone, and without his doctors on the other sets, themost emcleut so? Iv. tlori will be cbtcihecl. However, ccccrdlrlg to the presentdisclosure, inductors portions are shown with all the sets in orrier toobtain control co tlon during overspeed and reverse powcropers 86 tionas hereinafter described.

If the vehicle upon which the device s lh= stalled sod operated moviuccleric as levelpath, the torque restored to drive the member B willnormally decrease as its speed increases.

If the set control action or reaction is more their that required fordirect drive conditions, the

do will be still further The clockwise speed or onhulcr seer 6M will beretarded to the greatest extent. Gear til -To be reduced to c. greaterextent than rear lE-h, Ill -Yr more than lt-b and so err In order tomaintain the u difierential driving relations of the gears of. Fig

ure 1, it is evident that the speed oi the member 1 will be less thanthespeerl of the member t ,shd c condition oi oversoeed drive will beeif footed in the transmission and the riorroclly co (driven member t berotating tester than the normally l;

Withcontiuued retorclotion of the sold srmulcr gear inductor portions,the specs] of the annular gear l-=b will spproach zero and the flux cutto ting action will decrease. The speed or the other another score li-b, M o and l d-4r will also decrease ccccr to the differehtlclrelatiohs oi the gears of Fire 1. mouse of the advancing ratio cool theresultant soeerl, the inductors BM have greater control eflect whenchouler gear lc-o is rototi g clock rvlse thou the normally drivingmember l. when orer-speed drive conditions exist, inductor portionsfilo-cl are rotating clock-wise slower thou the other set 66 inductorsand therefore hes less flux cutting cc= tion than the other ssiclinductors 5M; fil -d and 68-h. In fact inductors have the degree of overspeed is automatically be cause c speed will be reached whereiuthe fluxcutting action will not be sufllcleut to moiutolu 75 a proper retardingaction on the store ltf d 'ing, he will keep the and thus the overspeedcctlou cormot be sincreased unless the flux density is increased. Wheninductors 8H, i l-d cod Md are present they are still being forcedthrough the hurt of the induced current in the member 2t", and therc-=fore clue to their higher speem collectively to Widen the degree ofoverspeed drive. Tom action is true, because While the torque of driversmember has normally decreased, the speed of inductors lld has been onlyslightly decreased relatively. The retarding or control action ofhrductors I8-d varies less than that of any of the other set inductors,because their speed varies less.

Now let it be assumed that the vehicle has reached a down grade portionof its path of movement. At first the member Q will continue to berotated with over-speed relations. by the driving member l orui finallyrecch no torque Gem' lto will quickly reachv drive relation. zero speedcurl thence reverse to rotate counterclockwise. Auprczzimctely2ree=wheellng will exist as the gear it -b reverses, but member 8 willevehtuclly become the driving member. Normally the driving member willsoc-zed up because the load has her: reduced, but let it be assumed forthe purpose of this description thot the hierc= ber l continues torotcte at constant speed. The gears ill-b, i l-o and l--b are stillrotating cloclz-wise. The vehicle will hcrmclly increase in speed, southus the mmber 8 will increcse'lh speed. The annular gears Iii-22, l #41and fis -c will reech zero speed and reverse ohe citer'the other torotate couuter=clcc zl-=wise The induc= tors it d, ltzi, rt -oz andl6=-cl will all out the flux; created by the current flowing in mm her2b. The gears 6&2, M b, l tl: and l@=b will be retarded to react theteeth to cause the member it to drive the normally drivers member '5against corooressloh, @rdiocrily the operator will decrease the fuelsupply, crud the speed oi the member will is templated, according to thepresent disclosure that the wiper will remain to with the variableresistance :52 even when the operators foot is removed from the gaspedal (not shown) If the operator does not wish comprecsion-driv= speedor the member l to c, point or cpprorrlmote freewheeling, oltho themembers l cod 53 remain at times to drive re= lotion. 0f course, thedriving relations or the member 7 and 8 are constantly changing slur ingthe actual operation or to vehicle. The opero= tion described above mayhe considered as 6; place for results normally chit-clued for o constcht speed or the driving member l and c coh stsnt field current. Byvarying the field current. many variations oi the operating relations described rosy be obtained. The normally driven member 8 will oeverdrivethe member ll equal to or faster then its own speed according to thearrangement of Figure l, but will drive the worm her l at some speedless there its orro s As the speed of the hormollydiiveu memberiicontinues to increase beyond the speed of this member l, oil of theinductor portions lt rl, 98-41, lo -cl cud will be to o.counter=clochtlirectlch to the condition wherein the our; cuttingtllllll rctcrde tics of the annular their ccuuter=cloch= wicejrotctiouwill co. the teeth l t cl I member 8. and time cause the member 8 to themember l compressor... Coroprcsmoo driving may also be curled hr thefield.

I .lhis is true, field 1 current in elements 38 vary the inttv oi thefield flux. Vs the in 101?. of the sold flux will vary the fiuir outingnotion end there= by the magnitude of the currents induced in setinductors end this will very the, holding or retarding action and thusthe driving relnfi of the members I and 8. v I

If it is desired to employ compression braking or retardation underconditions wherein member 7 is driven at the speed of the member t, thenthe clutch roller member 39 may be installed in the arrangement ofFigure 1. This more or less conventional member so be erreng to operateautomatically as shown in 1 and i so that whenever the annular gear lrotates slower than the .1: members it end it and therethrough themember 8, the roller so will be automatically moved into a clutcrelation with the annular gear lc b the bearing members it and ill. inother words,-

- in direct drive relation, and to normally remain engine weer. w;

In this event, the vehicle will ve down grade with the vehicle enginedirectly or is usual with most conventi vehicles. This mm j notion mayhe obiecdonehle to eome operators and mm val-mug 0mg? substitutions whocoast down mode ondthne'cove loci and dinelzv, the present disclosureprovides means permitting the op'ereto'rto tion of Figure 5 permithnsthe operetor to re motely and coincidentlv control the chi notion of theroller to so that the operator coast or flE-t?h88l and thence employeompree sion driving to aid in hmlrlng operation when desired. I

in Figure 5 there is shown it reciprocating rod ed equipped "witheeloift moor ri inthe shift finger slot ti e (see Fi ure 6,.) This shiftfinger slot member is connected to a phrrclity of obliquely positioneded erms 88 'inoving in or slots eslend snorting a set the brakes (notshown) the rod to will he moved to the left (referred to ri ht 5) tomove the arms 58 to the left in the cited 1 s thereby to move thebarriers lli l evvav from the rollers so so thet theers may m moved bythe clutching surface of the annular gee-r iii-Jo into clutchingrelation the seer anism The rollers connect the members end the hearingportions ti and t2 so that one may drive the other through the soldrollers dd.

Thus the release of the clutch rollers. from an inoperative positionwill become as function of the operation of the vehicle brake controlmech in direct positive drive relotion without shy oc= tion or attentionon the port oi the operator;

or role. sm-ctr.

' e sences If, for any reason the brakes become inoperalive, theoperator at least will have the protection of direct drive compressionbroking. When the brake pedal is released, the brake control spring willact to move the rod to to the right and thus return the barriers to theposition shown in Figure 6. In case the spring action is not sumcient torcleme, the first touch on the gas pedal for resuming driving action bythe member 1 will release. the sold rollers.

The conventional reverse speed drive unit hereinbefore mentioned may beprovided with positive speed changing elements so that the actual speeddriving relations of the engine and rear axle may be other than directdrive, even though the members i and d are in direct drive relstion.

In operating the drive control mechanism pro vided by the presentdisclosure, it is therefore possible to start with the vehicle at restand .vith the engine running. With the vehicle clutch in." and the shaft1 rotating, the speed of the driven shnit may be brought up to the speedof the shaft 3 and thence into overspeed relations. The overspeedrelation will occur automnt'icsslly, as will all the other speed drivingrelations without any action or attention on the part of the operator.Or the speed relations may be varied by the operator as a coincidentalfunction of the normal operation of the vehicle.

While I have shown and described and have pointed out in the seed claimscertain novel features of my invention, it will be understood thatcertain .tvellhnown mechanical and electricol equivalents of theelements illustrated may ions and inv the form and details tivelvcontrol the opercti of the roller clutch mchmiwm without departing fromthe spirit member to. ll shown in'the co t of the invention which isindicated in the fol== lowing claims. For example, there is shown byFigures 5 and d a novel for connecting the normally driving member andthe normally driven member in positive drive relation. This moons isdirected to the co-incidentol operation of the vehicle hralres end theselective unidirechtionel clutch mocha shown in Figures 5 and 6. it isobvious in the light of disclosure that the vehicle brakes could also beco-incidwtolly operated by the conventional emergency,

;'bral;e lever with as duplicate unidirectional clutch :w'u (or acombined bidirectional clutch mechanism) so that the vehicle wheelswould be positively connected with the vehicle engine in case of anyundesired movement of the cosine and en nrmnture portion mounted forrotation with the driving member, and further field producing meansformed integral-with the sold couple armature, said further meansenerlev current induced in the couple armature control power from thedriving member according to the extent of the said psth division, asource of external current, and adjustable circuitrnesns connected tothesource end the ini- ,tis tingj field element for additionally varyingthe int'ensity of the field and thereby the said control powerderivation according to the adjustment of some. i I

, 8-. A control oliiying creation for cs- 10 societing a driving memberwith a. driven memher of a vehicle equipped with brake and power supplycontrol means, comprising differential drive sets smelly disposedbetween the said mem-. hers end such formed to receive and carryinductive armature elements. a. dynamo-electric exciter couple includinga stationary fieldproducing member and an armature member orranged forrotation with the driving member, to source of field current, splurality of circuit ole-=- zo'ments arranged for controlling thesupplyof 1 broke end-fuela control mechnnc current to the shelter field memberfrom said source and coincidentlyaesociuted with the brake and powersupply control means for cclncidently varying the strength of the soldexciter couple. field and thereby the effect of the said field on 4 itsassociated srmsture, s second field producing member formed inl with theexciter ,-nrmature, and also mounted for rotation with the drivingmember and energised-by current inst dialled in the euciter armaturemember to there- 'by cause each of the set ermstures to each derivecontrol power from the driving memher ncwrding to the extent of its setdivision and not to collectively efiect speed driving relntio' betweensaid members nssepsrete and combined coincidentslffunctionsof theoperational the" broke and thevehicle power on to feeling and cheatingspeed drivingrele tween driving nncldrivcn'nower' hereof s: ent and vincluding drive setsgcschiormed with en srmeture portion and cashsrrensed in speed driving relation with fone' oiithemembers and witheach other, one sweet indriving relation with the other member, "oninitiating dynamo-electric machine control couple includiw a. stationaryfield producing 4; element and en armature element mounted for rotationwith the driving member, said armature element of the control meansforming c second field producing means when energized by the currentsinduced in the said armature element 5 sesame is rotated by. the drivingmember, as

plurality of esciter field current control circuit closers coincidentlyactuated es s function of the operation of the said broke and powercons5 cidently ectusted by the said vehicle brelre control, mechanism.for causing the said clutch meche to become cpere'tivo'es eunidirect'ionel clutch I I 10. A load controlled device for effectingspeed m drive relations between" a pair of power memhers, comprisinggear sets formed withen erinnture portion and collectively constitutinga difierentlnl member smelly positioned hetwmn said members, each setconnected to one of the mem 75 bers and to adjacent sets, one setconnected to hicle equipped with brake and fuel control mechanis'ms,constituting difierentiel sets each formed it variable speeddynamo-electric drive control control -V said essocieted armature memberof the control when energized by the currents induced in sold es or sthe other member, a, dynamo-electric iced controlled organizationincluding a. stationary field producing means and an associated armaturemeans mounted for rotation with one of the members, a second fieldproducing means formed 5 integral with the associated armature andenergized by current induced in said associated armeture, said secondfield means in dynamo-electric relation with the armatures of the saidsets, a

source of current, a manually actuated circuit closer for controllingthe supply of current from the said source to said stationary fieldmeons,,-s. second clcserfor controlling the supply of current to thesaid stationary field means when power is transmitted between themembers in one axial direction, a third closer for controlling theseid'current supply when power is trans- -mitted in the other axialdirection, and a further control including a roller clutch mechanismbetween the members, said clutch normally insctive so as to become aunidirecti clutch when active. v IL'A device for operntively associatingdriving and drivenmembers oi an automotive vewith en armature portionand each connected to one of the members and.- to adjacent sets, one ofthe said sets connected to the other member,

menus includings fixed field and an associated ermeture member mountmfor rotation with one of the members, a plurality of separatelypositioned field current control means for controlling the drive controlaction of the said dynamo-electric means as a function of the oporationoi the brake and fuel control mechanism.

meansformings second field producing menus armature member sesame isrotated by one of the here, said wcond named field mber acting as acommon field producing member for 1 all the differentiellset ermstures,s unidirectionel roller clutch mechanism between the memhers, and manualcontrol means to cause said unidirectional clutch to me bidirectionalwhenrequired. I

12. A combined manually, eutotically end coincidently controlledvariable speed dynemoelectric means for connecting s driving member ofa, vehicle equipped with fuel and brake control mechanisms to a drivenmember invariable speed drive relation, comprising axially dis m-idifferential driving sets each formed with an ermstureportion endell'connected to' the driv ing member and to each ediaccnt'set, s dynemoelectric machine couple including an armature element connected forrotation with the driving T member and a stationary field flux producingmember, a, second field flux producing member mounted integral with thesaid couple armature end directlyenergized by current generated in saidcouple 'ermature, a. source of direct current. a, plurality of couplefield controls connected to es ssidsource and: each including 2;vsrieble resistence end s circuit closer, one of said controls ascentsas a function of the variable supply of fuel to the said vehicle and thedrive resistance of the driven member, still another control including aroller clutch mechanism operable as a, function lation with the othermember, a dynamo-electric control couple, said coule including anarmature portion connected to one of the members to receive controlpower therefrom to thereby control the said means, said armature'portionof the control means forming a second field'producingmeans whenenergized by the currents induced in said armature member as same isrotated by one of the members so as to dynamoelectrically associate samewith the said set ar-= matures, dynamo-electric field control meansconcurrently actuated as a function of the operation of the vehicle forinitiating, disconnecting and maintaining the reception of control powerby the said set armatures and for varying the said power reception.

14. A device for efiecting and aneotlng vari able speed drive relationsbetween driving and driven power members of an automotive vehicleequipped with a source of electric current and braking and power supplycontrol mechanisms, comprising differential drive sets each formed withan armature portion and each in driving relation with one of the membersand with adjacent sets, one set indrivingTelation with the other member,a dynamo-electric machine control couple including an armature elementmounted for rotation with the driving member and a stationary fieldproducing member, a source of current, means constituting a plurality ofcircuit controls for selectively supplying current front the said sourceto the said control couple field member, said armature element of thecontrol means forming a second field producing means when energized bythe currents induced in said armature element as same is rotated by thesaid driving member, one of the said controls including a manuallyactuated circuit closer, a second field control including a variableresistance and a circuit closer actuated

